US20060082126A1 - Adaptive restraint system with retractor pretensioner - Google Patents
Adaptive restraint system with retractor pretensioner Download PDFInfo
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- US20060082126A1 US20060082126A1 US10/968,504 US96850404A US2006082126A1 US 20060082126 A1 US20060082126 A1 US 20060082126A1 US 96850404 A US96850404 A US 96850404A US 2006082126 A1 US2006082126 A1 US 2006082126A1
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- Prior art keywords
- pretensioner
- occupant
- load limitation
- retractor
- force limiting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/015—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting the presence or position of passengers, passenger seats or child seats, and the related safety parameters therefor, e.g. speed or timing of airbag inflation in relation to occupant position or seat belt use
- B60R21/01512—Passenger detection systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R2021/01204—Actuation parameters of safety arrangents
- B60R2021/01252—Devices other than bags
- B60R2021/01265—Seat belts
- B60R2021/01279—Load limiters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
- B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
Definitions
- the present invention relates generally to a seat belt restraint system for restraining an occupant of an automobile, and more particularly relates to adapting the restraint system to differently sized occupants.
- Seat belt restraint systems for automobiles often include a pretensioner which is structured to apply tension to the seat belt when an accident situation or a potential accident situation is detected.
- the pretensioner When the pretensioner is activated, the pretensioner eliminates any slack in the seat belt, and thus controls the physical space between the occupant and the seat belt. In this manner, the occupant of the seat is pulled tightly into the seat before a situation arises in which the occupant moves forwardly relative to the seat, thereby controllably restraining the occupant, reducing occupant excursion, and preventing undue loads when the occupant moves forwardly into the seat belt.
- a retractor is another standard component of a seat belt restraint system which includes a spindle receiving the webbing material of the seat belt.
- the spindle is used to wind up and store the webbing.
- the spindle is locked in place upon detection at a potential accident situation in order to restrain the occupant via the seat belt.
- retractors have been designed having one or more force limiting elements which are structured to allow the spindle to rotate and pay out the webbing material of the seat belt upon reaching predetermined force levels between the occupant and seat belt. In this manner, the restraint force imposed on the occupant can be limited in a controlled manner, thereby providing a certain load limitation characteristics.
- the present invention provides a restraint system which is adaptive to the size of the occupant, and which adapts both pretensioning and load limitation characteristics to the occupant.
- the adaptive restraint system generally includes a crash sensor for detecting a potential crash event and an occupant sensor for estimating a relative size of the occupant.
- a seat belt restrains the occupant in the seat while a retractor has a spindle receiving the webbing of the seat belt.
- the retractor includes a first force limiting element connected to the spindle.
- a belt anchorage pretensioner is operatively connected to the seat belt for providing pretentioning of the seat belt.
- a retractor pretensioner is also operatively connected to the seat belt for providing pretentioning of the seat belt and its activation effect the belt load limits characteristics of the retention.
- the retractor pretensioner is connected to the spindle of the retractor via a second force limiting element.
- a controller receives signals from the crash sensor and the occupant sensor, and is operable in at least a first mode and a second mode. In the first mode, the controller effects activation of both the belt anchorage pretensioner and the retractor pretensioner when the occupant is estimated to be above a predetermined size. In the second mode, the controller affects activation of only the belt anchorage pretensioner when the occupant is estimated to be at or below the predetermined size.
- the first and second modes provide different first and second load limitation characteristics, respectively.
- the first load limitation characteristic is preferably either a high constant load limitation or a degressive load limitation, while the second load limitation characteristic is preferably a low constant load limitation.
- the second load limitation characteristic is characterized by the first force limiting element only, while the first load limitation characteristic is characterized by both the first force limiting element and the second force limiting element.
- activation of the retractor pretensioner has an affect on the first load limitation characteristic, and in particular the first and second force limiting elements are essentially superimposed to characterize the first load limitation characteristic.
- the retractor pretensioner may be disconnected from the retractor and seat belt upon a predetermined number of rotations of the second force limiting element.
- Another embodiment of the present invention provides a method for restraining an occupant of an automobile.
- the method includes providing a seat belt, a crash sensor, an occupant sensor and a controller receiving signals from the sensors.
- a belt anchorage pretensioner is provided and is operatively connected to the seat belt for pretentioning a seat belt.
- a retractor is provided having a spindle receiving the webbing, the retractor including a first force limiting element.
- a retractor pretensioner is provided operatively connected to the seat belt for pretentioning the seat belt.
- the retractor pretensioner is connected to the spindle of the retractor via a second force limiting element.
- the method includes determining a relative size of the occupant based on the occupant sensor.
- the belt anchorage pretensioner is activated upon sensing a potential crash event.
- the retractor pretensioner is activated when the occupant is estimated to be greater than or equal to a predetermined size and upon sensing a potential crash event.
- FIG. 1 is a schematic view of an adaptive restraining system constructed in accordance with the teachings of the present invention
- FIG. 2 is a cross-sectional view of a retractor and retractor pretensioner forming a portion of the restraint system of FIG. 1 ;
- FIG. 3 is a flow chart describing a method of restraint using the system depicted in FIG. 1 .
- FIG. 1 depicts a schematic view of an adaptive restraint system 20 for an automobile constructed in accordance with the teachings of the present invention.
- the adaptive restraint system 20 generally includes an occupant 10 positioned in the vehicle cabin 12 and sitting in a seat 14 , which could be any of the front or rear seats.
- the seat 14 is generally adjustable along a seat track 15 which provides translation of the seat 14 relative to the vehicle body 16 .
- a seat belt 18 is provided for retraining the occupant 10 in the seat 14 , and is coupled to a buckle 19 which may be operated by the occupant 10 for attaching or releasing the seat belt 18 .
- the restraint system 20 generally includes a crash sensor 22 sending a signal 24 indicative of a crash event or a potential crash event (in which case the signal 24 would be outputted upon reaching a predefined crash sensitivity). Any crash sensor that is or will be known to those skilled in the art may be readily employed in conjunction with the restraint system 20 of the present invention.
- An electronic control unit 26 receives the crash signal 24 and controls the vehicle's response to the same. In accordance with the present invention, the electronic control unit 26 sends control signals 28 to various devices, including a first pretensioner 30 and/or a second pretensioner 32 .
- the first pretensioner 30 is preferably any type of belt anchorage pretensioner that is or will be known to those skilled in the art. In FIG.
- the belt anchorage pretensioner 30 has been depicted as a buckle pretensioner and is connected to the buckle 19 for retracting the same to pretension the seat belt 18 around the occupant 10 .
- a buckle pretensioner is disclosed in U.S. Pat. No. 6,726,250, the disclosure of which is incorporated herein by reference in its entirety. It will also be recognized that other belt anchorage pretensioners may be employed such as shoulder strap or lap belt anchorage pretensioners; exemplary pretensioners being disclosed in U.S. Pat. No. 6,626,463, the disclosure of which is incorporated herein by reference in its entirely.
- a second pretensioner in the form of a retractor pretensioner 32 is specially formed as part of a retractor 34 , the retractor 34 being used to wind up the seat belt 18 during normal use.
- the retractor 34 and retractor pretensioner 32 will be described in more detail herein, although additional details regarding the retractor 34 and pretensioner 32 may be found in German Patent Application No. DE 10344465.3 filed Sep. 25, 2003.
- an occupant sensor 36 is provided for estimating a relative size of the occupant 10 .
- the occupant sensor 36 is a simple electrical switch which can be triggered upon translation of the seat 14 along the seat track 15 .
- the sensor 36 of the present invention is designed to distinguish between fifth percentile female occupants and fifty percentile occupants, i.e. the 5 percentile small female dummy versus 50 percentile average dummies.
- the switch 36 may be located at a predetermined position along the seat track 15 to distinguish between these relative sizes of the occupant 10 .
- a simple seat track switch 36 is preferred, numerous other occupant sensors that are or will be known to those skilled in the art may be employed, including but not limited to occupant weight sensors, pedal position sensors, occupant position sensors, seat position sensors, low “G” sensors, high “G” sensors and belt displacement or latching sensors. No matter which type of sensor 36 is used, the occupant sensor 36 sends a signal 37 back to the electronic control unit 26 with information indicative of the relative size of the occupant 10 .
- the retractor 34 which includes a retractor pretensioner 32 .
- the retractor 34 generally includes a spindle 38 which is structured to receive the webbing material of the seat belt 18 .
- the retractor 34 further includes a first force limiting element 40 , which preferably comprises a torsion rod or torque bar, as is known in the art. It will be recognized that other types of force limiting elements other than torsion rods may be employed in conjunction with the present invention, including sleeves, rings or tubes.
- the first force limiting element 40 generally includes a first end 41 and a second end 42 . The first end 41 is connected to the spindle 38 via a coupling 44 .
- the second end 42 is connected to a profiled head 48 via another coupling 46 .
- a blocking system (not shown) is actuated to prevent rotation of the profiled head 48 , and hence rotation of the spindle 38 .
- the retractor 34 and first force limiting element 40 also provide a low load limitation function in order to limit the restraint force imposed on the occupant 10 .
- the spindle 38 Upon reaching a predetermined restraint force, the spindle 38 will begin to rotate and pay out the seat belt 18 by actuation of the force limiting element 40 .
- the torsion rod 40 upon reaching a predetermined force, the torsion rod 40 will twist to allow rotation of the spindle 38 (as well as coupling 44 and first end 41 ) relative to the profiled head 48 (as well as coupling 46 and second end 42 ) which is fixed by the blocking element. In this manner, a first load limitation characteristic is provided by the torsion of the force limiting element 40 to allow limited pay out of the seat belt 18 wound on the spindle 38 .
- a retractor pretensioner 32 is provided for pretentioning the seat belt 38 through the retractor 34 .
- the pretensioner 32 effectuates rotation of the spindle 38 via a second force limiting element 50 .
- a first end 51 of the force limiting element 50 is connected to the spindle 38 via coupling 44 , although it will be recognized that the first end 51 may be directly attached to the spindle 38 .
- the second end 52 of the second force limiting element 50 is connected to an end cap 54 via a coupling 56 .
- the end cap 54 is rotatable relative to the spindle 38 , and the friction therebetween is controlled by design as will be discussed further herein.
- first and second force limiting elements 40 , 50 are located adjacent each other and are rigidly connected to the spindle 38
- the second force limiting element 50 and the pretensioner 32 could be connected to the second end 42 of the first force loading element 40 , and more specifically connected to the profiled head 48 .
- the first and second load limiting elements 40 , 50 may be formed out of a single torsion bar wherein the opposing free ends of the bar would be selectively blocked (either via the blocking element or the pretensioner drive) to cause load limitation through the force limiting elements 40 , 50 .
- the second force limiting element 50 could be a hollow tube which slides around a reduced diameter end of the torsion rod forming the first force limiting element 40 .
- a clutch 55 is connected to the end cap 54 , while a drive mechanism 60 , such an electric motor or other mover, is connected to the clutch 55 .
- the motor 60 drives the end cap 54 through clutch 58 to rotate the second force limiting element 50 , which in turn rotates the spindle 38 in a direction to remove any slack from the seat belt 18 .
- the second force limiting element 50 is preferably designed as a torsion rod, and preferably is capable of transmitting the pretentioning force from the motor 60 without deformation, although this is not required and the second torsion rod 50 may be partially loaded during pretensioning. That is, the second force limiting element is engineered to correspond to the torque level of the pretensioner 34 , such that the second force limiting element 50 does not deform or load limit until after pretentioning function.
- the end cap 54 is held in place such that any rotation of the spindle 38 to pay out seat belt 18 will require rotation of the coupling 44 (or first end 51 of the second force limiting element 50 ) relative to the end cap 54 (and coupling 56 and second end 52 ).
- a second load limitation characteristic is provided through the combination of first force limiting element 40 and second force limiting element 50 , which in this embodiment are superimposed.
- lines 62 represents the first load limitation characteristic, where the Y-axis represents belt load while X-axis represents time.
- the load limitation characteristic 62 thus represents a low constant load limitation, which is preferably in the range of 2 kN to 3 kN.
- a second load limitation characteristic is provided and is indicated by line 64 in the graph of FIG. 3 .
- the second load limitation characteristic 64 shows a high constant load limitation which is preferably in the range of 5 kN to 6 kN.
- the first load limitation characteristic 62 is shown as being the same as that in FIG. 3 , as the first force limiting element 40 remains unchanged.
- the second load limitation characteristic 64 is provided with degressive load limitation.
- the second load limitation characteristic 64 begins to decrease in any one of a number of manners, some of which are shown as lines 64 a , 64 b and 64 c .
- the second force limiting element 50 may be provided with various shapes or constructed of various materials which result in degressive load limits over time.
- the second force limiting element 50 may be superimposed on the first force limiting element 40 until a pre-selected number of spindle rotations are reached. Then, the second force limiting element 50 is decoupled from the spindle 38 , preferably by shearing off the coupling 56 or the coupling between force limiting element 50 and the spindle 38 , or alternatively by designed failure of the second force limiting element 50 .
- the second load limitation characteristic 64 will follow its standard course to a predetermined belt load 66 , which will be maintained for a period of time and/or a number of spindle rotations until point 68 , at which time the limitation on the belt load will be reduced to a level close to the force level provided by the first load limitation characteristic 62 .
- the difference between the first and second load limitation characteristics 64 , 66 beyond point 68 represents the level of friction between the end cap 54 and spindle 38 , which may be designed to provide a specific amount of load limitation.
- a degressive load limitation may be provided for the second load limitation characteristic 64 via the second force limiting element 50 , which is disconnected upon a predetermined number of spindle rotations. It will also be recognized that a progressive load limitation could also be provided through design of the force limiting elements.
- the adaptive restraint system 20 of the present invention is capable of providing a method for restraining the occupant 10 in a manner which is adaptive to the particular size of the occupant 10 .
- the method includes providing the restraint system depicted in FIGS. 1 and 2 , in which the occupant type may be sensed by seat switch 36 , as indicated at block 70 .
- the method then flows to block 72 , in which a potential crash is sensed via crash sensor 22 .
- a potential crash is either detected or not detected.
- the method activates the belt anchorage pretensioner 30 , since this pretensioner 30 is activated irregardless of the size of the occupant 10 . It is then confirmed at block 78 whether the occupant is greater than or equal to the fifth percentile occupant or other predetermined occupant size. If the occupant is above the predetermined size, the method further activates the retractor pretensioner 32 as indicated at block 80 , before the method flows to its end at block 82 .
- the retractor pretensioner 32 will be activated in addition to the belt anchorage pretensioner 30 .
- double pretentioning will be provided, as well as a second load limitation characteristic which is characterized by both the first and second force limiting elements 40 , 50 .
- a high constant load limitation or a degressive load limitation may be provided for the second load limitation characteristic 66 .
- retractor pretensioner 34 and retractor 32 of the present invention reduce or eliminate “locking dip”, which as used in the industry describes the phenomena of loss of belt load when the torque load is transferred from the pretensioner to the blocking element which blocks the profiled head to activate the force limiting element.
- “locking dip” is substantially eliminated.
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Abstract
Description
- The present invention relates generally to a seat belt restraint system for restraining an occupant of an automobile, and more particularly relates to adapting the restraint system to differently sized occupants.
- Seat belt restraint systems for automobiles often include a pretensioner which is structured to apply tension to the seat belt when an accident situation or a potential accident situation is detected. When the pretensioner is activated, the pretensioner eliminates any slack in the seat belt, and thus controls the physical space between the occupant and the seat belt. In this manner, the occupant of the seat is pulled tightly into the seat before a situation arises in which the occupant moves forwardly relative to the seat, thereby controllably restraining the occupant, reducing occupant excursion, and preventing undue loads when the occupant moves forwardly into the seat belt.
- A retractor is another standard component of a seat belt restraint system which includes a spindle receiving the webbing material of the seat belt. The spindle is used to wind up and store the webbing. Generally, the spindle is locked in place upon detection at a potential accident situation in order to restrain the occupant via the seat belt. Recently, retractors have been designed having one or more force limiting elements which are structured to allow the spindle to rotate and pay out the webbing material of the seat belt upon reaching predetermined force levels between the occupant and seat belt. In this manner, the restraint force imposed on the occupant can be limited in a controlled manner, thereby providing a certain load limitation characteristics.
- Despite these and other improvements to automobile restraint systems, there remains a need to provide a restraint system which is adaptive to differently sized occupants, and in particular which is capable of adapting both the pretentioning and the load limitation characteristics of the restraint system to the occupant.
- The present invention provides a restraint system which is adaptive to the size of the occupant, and which adapts both pretensioning and load limitation characteristics to the occupant. The adaptive restraint system generally includes a crash sensor for detecting a potential crash event and an occupant sensor for estimating a relative size of the occupant. A seat belt restrains the occupant in the seat while a retractor has a spindle receiving the webbing of the seat belt. The retractor includes a first force limiting element connected to the spindle. A belt anchorage pretensioner is operatively connected to the seat belt for providing pretentioning of the seat belt. A retractor pretensioner is also operatively connected to the seat belt for providing pretentioning of the seat belt and its activation effect the belt load limits characteristics of the retention. The retractor pretensioner is connected to the spindle of the retractor via a second force limiting element. A controller receives signals from the crash sensor and the occupant sensor, and is operable in at least a first mode and a second mode. In the first mode, the controller effects activation of both the belt anchorage pretensioner and the retractor pretensioner when the occupant is estimated to be above a predetermined size. In the second mode, the controller affects activation of only the belt anchorage pretensioner when the occupant is estimated to be at or below the predetermined size.
- According to more detailed aspects, the first and second modes provide different first and second load limitation characteristics, respectively. The first load limitation characteristic is preferably either a high constant load limitation or a degressive load limitation, while the second load limitation characteristic is preferably a low constant load limitation. The second load limitation characteristic is characterized by the first force limiting element only, while the first load limitation characteristic is characterized by both the first force limiting element and the second force limiting element. Thus, activation of the retractor pretensioner has an affect on the first load limitation characteristic, and in particular the first and second force limiting elements are essentially superimposed to characterize the first load limitation characteristic. The retractor pretensioner may be disconnected from the retractor and seat belt upon a predetermined number of rotations of the second force limiting element.
- Another embodiment of the present invention provides a method for restraining an occupant of an automobile. The method includes providing a seat belt, a crash sensor, an occupant sensor and a controller receiving signals from the sensors. A belt anchorage pretensioner is provided and is operatively connected to the seat belt for pretentioning a seat belt. A retractor is provided having a spindle receiving the webbing, the retractor including a first force limiting element. A retractor pretensioner is provided operatively connected to the seat belt for pretentioning the seat belt. The retractor pretensioner is connected to the spindle of the retractor via a second force limiting element. The method includes determining a relative size of the occupant based on the occupant sensor. The belt anchorage pretensioner is activated upon sensing a potential crash event. The retractor pretensioner is activated when the occupant is estimated to be greater than or equal to a predetermined size and upon sensing a potential crash event.
- The accompanying drawings incorporated in and forming a part of the specification illustrate several aspects of the present invention, and together with the description serve to explain the principles of the invention. In the drawings:
-
FIG. 1 is a schematic view of an adaptive restraining system constructed in accordance with the teachings of the present invention; -
FIG. 2 is a cross-sectional view of a retractor and retractor pretensioner forming a portion of the restraint system ofFIG. 1 ; and -
FIG. 3 is a flow chart describing a method of restraint using the system depicted inFIG. 1 . - Turning now to the figures,
FIG. 1 depicts a schematic view of anadaptive restraint system 20 for an automobile constructed in accordance with the teachings of the present invention. Theadaptive restraint system 20 generally includes anoccupant 10 positioned in thevehicle cabin 12 and sitting in aseat 14, which could be any of the front or rear seats. Theseat 14 is generally adjustable along aseat track 15 which provides translation of theseat 14 relative to thevehicle body 16. Aseat belt 18 is provided for retraining theoccupant 10 in theseat 14, and is coupled to abuckle 19 which may be operated by theoccupant 10 for attaching or releasing theseat belt 18. - The
restraint system 20 generally includes acrash sensor 22 sending asignal 24 indicative of a crash event or a potential crash event (in which case thesignal 24 would be outputted upon reaching a predefined crash sensitivity). Any crash sensor that is or will be known to those skilled in the art may be readily employed in conjunction with therestraint system 20 of the present invention. Anelectronic control unit 26 receives thecrash signal 24 and controls the vehicle's response to the same. In accordance with the present invention, theelectronic control unit 26 sendscontrol signals 28 to various devices, including afirst pretensioner 30 and/or asecond pretensioner 32. Thefirst pretensioner 30 is preferably any type of belt anchorage pretensioner that is or will be known to those skilled in the art. InFIG. 1 , thebelt anchorage pretensioner 30 has been depicted as a buckle pretensioner and is connected to thebuckle 19 for retracting the same to pretension theseat belt 18 around theoccupant 10. One exemplary buckle pretensioner is disclosed in U.S. Pat. No. 6,726,250, the disclosure of which is incorporated herein by reference in its entirety. It will also be recognized that other belt anchorage pretensioners may be employed such as shoulder strap or lap belt anchorage pretensioners; exemplary pretensioners being disclosed in U.S. Pat. No. 6,626,463, the disclosure of which is incorporated herein by reference in its entirely. - A second pretensioner in the form of a
retractor pretensioner 32 is specially formed as part of aretractor 34, theretractor 34 being used to wind up theseat belt 18 during normal use. Theretractor 34 andretractor pretensioner 32 will be described in more detail herein, although additional details regarding theretractor 34 andpretensioner 32 may be found in German Patent Application No. DE 10344465.3 filed Sep. 25, 2003. - Finally, an
occupant sensor 36 is provided for estimating a relative size of theoccupant 10. Preferably, theoccupant sensor 36 is a simple electrical switch which can be triggered upon translation of theseat 14 along theseat track 15. Specifically, thesensor 36 of the present invention is designed to distinguish between fifth percentile female occupants and fifty percentile occupants, i.e. the 5 percentile small female dummy versus 50 percentile average dummies. Thus, theswitch 36 may be located at a predetermined position along theseat track 15 to distinguish between these relative sizes of theoccupant 10. While a simpleseat track switch 36 is preferred, numerous other occupant sensors that are or will be known to those skilled in the art may be employed, including but not limited to occupant weight sensors, pedal position sensors, occupant position sensors, seat position sensors, low “G” sensors, high “G” sensors and belt displacement or latching sensors. No matter which type ofsensor 36 is used, theoccupant sensor 36 sends asignal 37 back to theelectronic control unit 26 with information indicative of the relative size of theoccupant 10. - Turning now to
FIG. 2 , a cross-sectional view is depicted of theretractor 34 which includes aretractor pretensioner 32. Theretractor 34 generally includes aspindle 38 which is structured to receive the webbing material of theseat belt 18. Theretractor 34 further includes a firstforce limiting element 40, which preferably comprises a torsion rod or torque bar, as is known in the art. It will be recognized that other types of force limiting elements other than torsion rods may be employed in conjunction with the present invention, including sleeves, rings or tubes. The firstforce limiting element 40 generally includes afirst end 41 and asecond end 42. Thefirst end 41 is connected to thespindle 38 via acoupling 44. Thesecond end 42 is connected to a profiledhead 48 via anothercoupling 46. A blocking system (not shown) is actuated to prevent rotation of the profiledhead 48, and hence rotation of thespindle 38. In this manner, theoccupant 10 is restrained in theseat 14 by theseat belt 18. However, theretractor 34 and firstforce limiting element 40 also provide a low load limitation function in order to limit the restraint force imposed on theoccupant 10. Upon reaching a predetermined restraint force, thespindle 38 will begin to rotate and pay out theseat belt 18 by actuation of theforce limiting element 40. That is, upon reaching a predetermined force, thetorsion rod 40 will twist to allow rotation of the spindle 38 (as well ascoupling 44 and first end 41) relative to the profiled head 48 (as well ascoupling 46 and second end 42) which is fixed by the blocking element. In this manner, a first load limitation characteristic is provided by the torsion of theforce limiting element 40 to allow limited pay out of theseat belt 18 wound on thespindle 38. - Also shown in
FIG. 2 , aretractor pretensioner 32 is provided for pretentioning theseat belt 38 through theretractor 34. In particular, thepretensioner 32 effectuates rotation of thespindle 38 via a secondforce limiting element 50. Afirst end 51 of theforce limiting element 50 is connected to thespindle 38 viacoupling 44, although it will be recognized that thefirst end 51 may be directly attached to thespindle 38. Thesecond end 52 of the secondforce limiting element 50 is connected to anend cap 54 via acoupling 56. Theend cap 54 is rotatable relative to thespindle 38, and the friction therebetween is controlled by design as will be discussed further herein. It will be recognized by those skilled in the art that while the first ends 41, 51 of the first and secondforce limiting elements spindle 38, the secondforce limiting element 50 and thepretensioner 32 could be connected to thesecond end 42 of the firstforce loading element 40, and more specifically connected to the profiledhead 48. It will also be recognized that the first and secondload limiting elements force limiting elements force limiting element 50 could be a hollow tube which slides around a reduced diameter end of the torsion rod forming the firstforce limiting element 40. - A clutch 55 is connected to the
end cap 54, while adrive mechanism 60, such an electric motor or other mover, is connected to the clutch 55. Upon determination of a potential crash event, either via thecrash sensor 22 or a separate sensor incorporated into thepretensioner 32, themotor 60 drives theend cap 54 through clutch 58 to rotate the secondforce limiting element 50, which in turn rotates thespindle 38 in a direction to remove any slack from theseat belt 18. - The second
force limiting element 50 is preferably designed as a torsion rod, and preferably is capable of transmitting the pretentioning force from themotor 60 without deformation, although this is not required and thesecond torsion rod 50 may be partially loaded during pretensioning. That is, the second force limiting element is engineered to correspond to the torque level of thepretensioner 34, such that the secondforce limiting element 50 does not deform or load limit until after pretentioning function. After activation of thepretensioner 32, theend cap 54 is held in place such that any rotation of thespindle 38 to pay outseat belt 18 will require rotation of the coupling 44 (orfirst end 51 of the second force limiting element 50) relative to the end cap 54 (andcoupling 56 and second end 52). When both the profiledhead 48 and theend cap 54 of thepretensioner 34 are held in place, a second load limitation characteristic is provided through the combination of firstforce limiting element 40 and secondforce limiting element 50, which in this embodiment are superimposed. - The first and second load limitation characteristics provided by the
retractor 34 andpretensioner 32 will now be described with reference to the graphs depicted inFIGS. 3, 4 and 5 which present idealized data. InFIG. 3 ,lines 62 represents the first load limitation characteristic, where the Y-axis represents belt load while X-axis represents time. When only the firstforce limiting element 40 is employed for load limitation, thespindle 38 will begin paying out theseat belt 18 upon reaching a relatively low load that is selected by design ofelement 40. The load limitation characteristic 62 thus represents a low constant load limitation, which is preferably in the range of 2 kN to 3 kN. When both the first and secondforce limiting elements seat belt 18 by rotation of thespindle 38, a second load limitation characteristic is provided and is indicated byline 64 in the graph ofFIG. 3 . Thus, the second load limitation characteristic 64 shows a high constant load limitation which is preferably in the range of 5 kN to 6 kN. - It will be recognized by those skilled in the art that by employing two
force limiting elements FIG. 4 , the first load limitation characteristic 62 is shown as being the same as that inFIG. 3 , as the firstforce limiting element 40 remains unchanged. However, the second load limitation characteristic 64 is provided with degressive load limitation. In particular, after reaching a predetermined belt load atpoint 66, the second load limitation characteristic 64 begins to decrease in any one of a number of manners, some of which are shown aslines force limiting element 50 may be provided with various shapes or constructed of various materials which result in degressive load limits over time. - Similarly, and as shown in
FIG. 5 , the secondforce limiting element 50 may be superimposed on the firstforce limiting element 40 until a pre-selected number of spindle rotations are reached. Then, the secondforce limiting element 50 is decoupled from thespindle 38, preferably by shearing off thecoupling 56 or the coupling betweenforce limiting element 50 and thespindle 38, or alternatively by designed failure of the secondforce limiting element 50. In this manner, the second load limitation characteristic 64 will follow its standard course to apredetermined belt load 66, which will be maintained for a period of time and/or a number of spindle rotations untilpoint 68, at which time the limitation on the belt load will be reduced to a level close to the force level provided by the first load limitation characteristic 62. The difference between the first and secondload limitation characteristics point 68 represents the level of friction between theend cap 54 andspindle 38, which may be designed to provide a specific amount of load limitation. In this manner, a degressive load limitation may be provided for the second load limitation characteristic 64 via the secondforce limiting element 50, which is disconnected upon a predetermined number of spindle rotations. It will also be recognized that a progressive load limitation could also be provided through design of the force limiting elements. - It will now be recognized by those skilled in the art that the
adaptive restraint system 20 of the present invention is capable of providing a method for restraining theoccupant 10 in a manner which is adaptive to the particular size of theoccupant 10. With reference toFIG. 6 , the method includes providing the restraint system depicted inFIGS. 1 and 2 , in which the occupant type may be sensed byseat switch 36, as indicated atblock 70. The method then flows to block 72, in which a potential crash is sensed viacrash sensor 22. Atdecision block 74, a potential crash is either detected or not detected. When a potential crash is detected, the method activates thebelt anchorage pretensioner 30, since thispretensioner 30 is activated irregardless of the size of theoccupant 10. It is then confirmed atblock 78 whether the occupant is greater than or equal to the fifth percentile occupant or other predetermined occupant size. If the occupant is above the predetermined size, the method further activates theretractor pretensioner 32 as indicated atblock 80, before the method flows to its end atblock 82. - Accordingly, it will be recognized that by activating only the
belt anchorage pretensioner 30 when theoccupant 10 is sensed to be less than a predetermined level representative of the 5% female occupant, single pretensioning is provided and a first load limitation characteristic is provided through the firstforce limiting element 40. Since theretractor pretensioner 32 is not activated, the secondforce limiting element 50 is not activated for this occupant, and a low constant load limitation is provided as a first load limitation characteristic 62. - In the event that the occupant is greater than or equal to the predetermined level and has a relative size in the range of the 50% occupant, the
retractor pretensioner 32 will be activated in addition to thebelt anchorage pretensioner 30. Thus, double pretentioning will be provided, as well as a second load limitation characteristic which is characterized by both the first and secondforce limiting elements force limiting element 50 and its connections to theend cap 54 andspindle 38, either a high constant load limitation or a degressive load limitation may be provided for the second load limitation characteristic 66. - It will also be recognized by those skilled in the art that the
retractor pretensioner 34 andretractor 32 of the present invention reduce or eliminate “locking dip”, which as used in the industry describes the phenomena of loss of belt load when the torque load is transferred from the pretensioner to the blocking element which blocks the profiled head to activate the force limiting element. By activating theretractor pretensioner 34, and maintaining the activation of the secondforce limiting element 50 while the firstforce limiting element 40 is activated through blocking of the profiledhead 48, “locking dip” is substantially eliminated. - The foregoing description of various embodiments of the invention has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise embodiments disclosed. Numerous modifications or variations are possible in light of the above teachings. The embodiments discussed were chosen and described to provide the best illustration of the principles of the invention and its practical application to thereby enable one of ordinary skill in the art to utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated. All such modifications and variations are within the scope of the invention as determined by the appended claims when interpreted in accordance with the breadth to which they are fairly, legally, and equitably entitled.
Claims (20)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/968,504 US7318607B2 (en) | 2004-10-19 | 2004-10-19 | Adaptive restraint system with retractor pretensioner |
US11/222,411 US7581757B2 (en) | 2004-10-19 | 2005-09-08 | Retractor with pretensioner |
US11/222,130 US7963473B2 (en) | 2004-10-19 | 2005-09-08 | Retractor with pretensioner |
PCT/US2005/037566 WO2006044953A1 (en) | 2004-10-19 | 2005-10-19 | Adaptive restraint system with retractor having pretensioner |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US10/968,504 US7318607B2 (en) | 2004-10-19 | 2004-10-19 | Adaptive restraint system with retractor pretensioner |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US11/115,583 Continuation-In-Part US20060243843A1 (en) | 2004-10-19 | 2005-04-27 | Pretensioner device for a seatbelt retractor |
Related Child Applications (3)
Application Number | Title | Priority Date | Filing Date |
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US11/115,583 Continuation-In-Part US20060243843A1 (en) | 2004-10-19 | 2005-04-27 | Pretensioner device for a seatbelt retractor |
US11/222,411 Continuation-In-Part US7581757B2 (en) | 2004-10-19 | 2005-09-08 | Retractor with pretensioner |
US11/222,130 Continuation-In-Part US7963473B2 (en) | 2004-10-19 | 2005-09-08 | Retractor with pretensioner |
Publications (2)
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US20060082126A1 true US20060082126A1 (en) | 2006-04-20 |
US7318607B2 US7318607B2 (en) | 2008-01-15 |
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US10/968,504 Expired - Fee Related US7318607B2 (en) | 2004-10-19 | 2004-10-19 | Adaptive restraint system with retractor pretensioner |
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US7963473B2 (en) * | 2004-10-19 | 2011-06-21 | Autoliv Asp, Inc. | Retractor with pretensioner |
US7806357B2 (en) * | 2006-07-07 | 2010-10-05 | Autoliv Asp, Inc | Retractor pretensioner with clutch |
US7878439B2 (en) * | 2008-10-07 | 2011-02-01 | Autoliv Asp, Inc. | Retractor with pretensioner for auxiliary load limitation |
DE102009015000A1 (en) * | 2009-03-26 | 2010-09-30 | Trw Automotive Gmbh | retractor |
US8220735B2 (en) * | 2009-12-22 | 2012-07-17 | Autoliv Asp, Inc. | Adaptive load limiting retractor |
US9469272B2 (en) | 2013-03-15 | 2016-10-18 | Autoliv Asp, Inc. | Load limiting seat belt retractor with spiral turn limiter |
US10723310B2 (en) | 2018-01-26 | 2020-07-28 | Autoliv Asp, Inc. | Seatbelt pretensioning retractor assembly |
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US7318607B2 (en) * | 2004-10-19 | 2008-01-15 | Autoliv Asp, Inc. | Adaptive restraint system with retractor pretensioner |
US20110215184A1 (en) * | 2008-11-07 | 2011-09-08 | Autoliv Development Ab | Belt retractor having a force limitation device and a tightening device |
DE102008059387A1 (en) * | 2008-11-27 | 2010-06-10 | Autoliv Development Ab | Belt retractor with a force limiting device and a tensioning device |
US8584980B2 (en) | 2008-11-27 | 2013-11-19 | Autoliv Development Ab | Belt retractor having a force limitation device and a tightening device |
DE102008059387B4 (en) | 2008-11-27 | 2018-06-28 | Autoliv Development Ab | Belt retractor with a force limiting device and a tensioning device |
US20100176236A1 (en) * | 2009-01-09 | 2010-07-15 | Autoliv Asp, Inc. | High performance tightener |
EP3495271A1 (en) * | 2017-12-05 | 2019-06-12 | Bell Helicopter Textron Inc. | Aircraft restraint systems with unfixed default mode |
US10710725B2 (en) | 2017-12-05 | 2020-07-14 | Textron Innovations Inc. | Aircraft restraint systems with unfixed default mode |
US10752360B2 (en) | 2017-12-05 | 2020-08-25 | Textron Innovations Inc. | Aircraft restraint systems with fixed default mode |
US11220341B2 (en) * | 2017-12-05 | 2022-01-11 | Textron Innovations Inc. | Aircraft restraint systems with unfixed default mode |
US20220089285A1 (en) * | 2017-12-05 | 2022-03-24 | Textron Innovations Inc. | Aircraft Restraint Systems with Unfixed Default Mode |
US11597521B2 (en) * | 2017-12-05 | 2023-03-07 | Textron Innovations Inc. | Aircraft restraint systems with unfixed default mode |
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